WO2020015336A1 - 梯形拼接加托槽拼接式钢轨接头 - Google Patents

梯形拼接加托槽拼接式钢轨接头 Download PDF

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Publication number
WO2020015336A1
WO2020015336A1 PCT/CN2019/000123 CN2019000123W WO2020015336A1 WO 2020015336 A1 WO2020015336 A1 WO 2020015336A1 CN 2019000123 W CN2019000123 W CN 2019000123W WO 2020015336 A1 WO2020015336 A1 WO 2020015336A1
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WIPO (PCT)
Prior art keywords
joint
wheel
bracket
rail
splicing
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PCT/CN2019/000123
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English (en)
French (fr)
Inventor
陈启星
陈叶
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陈启星
陈叶
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Priority claimed from CN201910240135.8A external-priority patent/CN110725165A/zh
Application filed by 陈启星, 陈叶 filed Critical 陈启星
Publication of WO2020015336A1 publication Critical patent/WO2020015336A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E01B11/20—Dismountable rail joints with gap-bridging
    • E01B11/22—Dismountable rail joints with gap-bridging by parts of the rails
    • E01B11/26—Dismountable rail joints with gap-bridging by parts of the rails with interlocking rail ends
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B11/00—Rail joints
    • E01B11/02—Dismountable rail joints
    • E01B11/20—Dismountable rail joints with gap-bridging
    • E01B11/28—Dismountable rail joints with gap-bridging by parts of the joining members

Definitions

  • Rail joints are a key part of track construction. Defects such as rail seams, steps, and chamfers (hereinafter collectively referred to as “rail gap defects”) exist in the rail joints of the ordinary-speed railway, which are the main causes of hazards such as wheel-rail collision, wheel-rail disease, and irregularities. Welded rail joints are used in high-speed railways to form seamless rails. Although this eliminates rail gap defects, it returns to an old problem-it is difficult to cope with the thermal expansion and contraction of the rails. Seamless rails and temperature-stressed seamless rails.
  • the temperature-stressed seamless track has a simple structure and is easy to lay and maintain, so it is widely used. However, this method is only suitable for areas with small temperature differences throughout the year. Otherwise, the expansion of the rails and the runway will occur because of the high temperature force of the rails. Accidents such as rail breaks and rail breaks, therefore, high-speed railways in regions with large temperature differences can only use temperature-stressed seamless rails. This requires the temperature stress inside the rails to be dissipated twice a year according to local rail temperature conditions. Its operating and maintenance costs are very high. High, making it very difficult to apply.
  • the compound splicing rail joint is hereinafter referred to as the compound splicing joint, and its purpose is to form a "hidden rail gap, zero steps and zero corners" on the premise of retaining the rail gap, and eliminate the rail gap. The harm caused.
  • the utility model relates to a trapezoid splicing and bracket splicing type rail joint, which is referred to as a composite splicing joint.
  • the composite splicing joint is manufactured in pairs and fixed to the end of the rail in pairs.
  • the composite splicing joint is composed of pan trapezoid splicing and bracket splicing. Slot splicing is the fitting of the oncoming joint into the bracket and welding, and at the same time, the sending joint is put into the bracket; pan trapezoidal splicing is the butting of the sending joint and the oncoming joint into the bracket. After docking, calculate the track gap according to the rail temperature. Leave the rail gap.
  • the long I-section of the rail is called the main rail (ZGG);
  • Rail joint a small section of special rail fixed to the end of the rail, which is specially used to improve rail gap defects. It is called rail joint, referred to as joint (JT).
  • the main rail cross-section is "I"
  • the upper cross is called the rail head
  • the vertical bar is called the rail waist
  • the lower cross is called the rail bottom
  • the cross-sectional shape of the joint rail and the main rail cross-section is "I”
  • the vertical ribs of the joint rail in the present invention are thicker than the main rail rail waist, renamed "joint waist”.
  • the cutting line is perpendicular to the rail surface, so the cutting surface is perpendicular to the rail surface.
  • the default is zero slit.
  • the vertical line cutting is to facilitate the explanation to obtain the shape of the spliced convex. It is not the only processing method.
  • the processing methods include existing machining methods.
  • Pan-trapezoid comprising trapezoid and multiple trapezoids.
  • Trapezoidal bottom edge The trapezoidal bottom edge in the splicing convex is virtual. It is indicated by a dotted line (trapezoidal bottom TXD) in Figure 1. (TXD) is perpendicular to the rail edge. The subsequent trapezoidal bottom edge is the same and will not be described again.
  • feeder XX such as: sender joint (JT 1 ), sender rail gap (GF 1 ), sender bracket (TC 1 )
  • front wheel XX such as: head wheel joint (JT 2 ), head wheel rail (GF 2 ), head wheel bracket (TC 2 )
  • the upper surface of the rail is called the rail surface (GGM), and the upper surface of the joint is the joint rail surface, which is the same as the rail surface, and is also called the rail surface. Wheels roll on the surface of the rails, and arrows indicate the direction of the train.
  • brackets TC
  • JB splints
  • DWC positioning grooves
  • Trapezoidal (including compound trapezoidal) splicing structure cut a trapezoidal trajectory (Figure 1) in the middle of the joint steel rail with vertical line cutting to form a sender joint (JT 1 ) and a forward joint (JT 2 ), and a sender joint (JT 1 )
  • the front wheel joint (JT 2 ) has a front wheel stitching convex (PJT 2 ) and a front wheel stitching concave (PJA 2 )
  • the feed wheel stitching projection (PJT 1 ) and the front wheel stitching projection (PJT 2 ) must be complementary, that is, the feed wheel stitching projection (PJT 1 ) just fills the front wheel stitching projection.
  • the front wheel splicing convex (PJT 2 ) just fills the feeding wheel stitching concave (PJA 1 ), butt into a complete joint, because the joint waist needs to be cut into two petals, the thickness of the joint waist must be greater than The thickness of the rail waist.
  • Trapezoid splicing works: a pair of feed wheel joints and front wheel joints, which form a complete joint after splicing ( Figure 4), and then reserve rail gaps according to the needs of thermal expansion and contraction, including the wheel rail gap (GF 1 ) and The front wheel track gap (GF 2 ), when the wheel is pressed on the wheel feed track gap (GF 1 ), it must also be pressed to the wheel feed stitch (PJT 1 ), so the wheel is supported by the wheel feed stitch (PJT 1 ) , Smoothly roll over the wheel feed slot (GF 1 ), the wheel does not feel the existence of the wheel feed slot (GF 1 ); Similarly, when the wheel is pressed against the wheel feed slot (GF 2 ), it is welcomed The wheel splicing projection (PJT 2 ) is carried up and smoothly rolls over the front wheel track gap (GF 2 ), and the wheel does not feel the existence of the front wheel track gap (GF 2 ). That is, the two rail gaps (GF 1 and GF 2 ) are hidden by the corresponding splicing
  • Bracket splicing structure The bracket (TC) is a plywood-type channel steel ( Figure 3.2).
  • the two side plates of the groove are the splint (JB).
  • the bottom plate of the groove and the two plywood are cast (including machining).
  • the whole shape forms a splint-type groove.
  • the cross-sectional shape of the groove is the "joint waist bottom section”.
  • the groove is defined as a "locating groove (DWC)".
  • the cross section of the positioning groove is equal to the joint waist bottom section of the trapezoidal joint.
  • bracket (TC) splicing to eliminate steps and chamfers is that the transmission relationship of wheel-rail force is (see Figure 5): load ⁇ wheel ⁇ sender joint (JT 1 ) ⁇ bracket (TC) ⁇ oncoming joint ( JT 2 ); in detail, when the wheel is pressed on the delivery joint (JT 1 ), it is simultaneously pressed on the bracket (TC), because the bracket (TC) and the oncoming joint (JT 2 ) are welded into one body, Therefore, an important result is obtained: As long as the wheel presses the delivery wheel joint (JT 1 ), it also presses the front wheel joint (JT 2 ), so that the front wheel joint (JT 2 ) and the delivery wheel joint (JT 1 ) are simultaneously pressed. Sinking, so that the front wheel joint (JT 2 ) is zero-step relative to the delivery wheel joint (JT 1 ). As for the chamfer, it is a by-product of the step, and the zero step must be a zero chamfer.
  • Embodiment 1 A compound splicing joint is formed by trapezoidal splicing and bracket splicing.
  • the compound splicing joint is manufactured in pairs and fixed to the end of the rail in pairs.
  • the bracket splicing is that the oncoming joint is sleeved into the bracket and welded. Wheel joints are placed in brackets; pan trapezoidal splicing is that after the wheel joint and the front wheel joint are put into brackets, they are docked with each other. After the docking, the track gap is calculated according to the rail temperature, and the track gap is reserved.
  • Example 2 Right-angle trapezoidal splicing convex ( Figures 1 to 4)
  • TXD trapezoidal bottom
  • PJA 2 right-angle trapezoidal front-wheel stitching concave
  • PJT 1 and PJT 2 are a pair of complementary right-angle ladder-like splicing protrusions, and the feed wheel stitching protrusion (PJT 1 ) just fills the front wheel stitching depression (PJA 2 ).
  • PJA 2 just fills the stitching recess (PJA 1 ) of the feed wheel, butt into a complete joint.
  • the right-angled trapezoidal splicing protrusion according to Embodiment 2 is further characterized in that: the length of the top edge of the front stitching projection (PJT 2 ) and the sending wheel stitching projection (PJT 1 ) is equal to zero, and the length of the virtual bottom edge (TXD) It is equal to the width of the joint, that is, it becomes a right-angled triangle stitching convex.
  • the further feature is that the top edge of the right-angled trapezoidal mosaic is equal to the bottom edge, and the right-angled trapezoidal mosaic convexity becomes a rectangular stitching convexity (Fig. 8.2).
  • Example 5 Compound trapezoidal splicing convex ( Figure 9.1- Figure 9.3)
  • compound trapezoidal splicing convexity that is, the shape of the splicing convexity is composed of multiple trapezoids, and it is endless to enumerate, including: a schematic diagram of concavo-convex stitching (Figure 9.1); an inverted triangular concavo-convex shape Stitching (Figure 9.2); Trident bump stitching ( Figure 9.3).
  • the train runs on one track in one direction, and the delivery joint is always the delivery joint.
  • the end face of the bracket (TC).
  • a flat end face can be used, that is, the length perpendicular to the bracket. It is cut in the direction to form a flat end surface.
  • the bracket is conceptually divided into two ends. One end is the bracket facing end. The head joint is inserted into the bracket facing end and welded to it as a whole.
  • the splint is pre-fabricated with screw holes (LK 2 ), the screw connector is also pre-fabricated with screw holes (LK 1 ), (LK 1 ) is the track-direction long screw hole, the feeding wheel
  • the connector After the connector is inserted into the end of the bracket's delivery wheel, it forms a complementary butt joint with the oncoming wheel connector, and then use screws to pass the screw holes (LK 2 ) and (LK 1 ) to tighten the clamping plate of the bracket to the delivery wheel joint, because the screw on the delivery wheel joint
  • the hole (LK 1 ) is a long screw hole.
  • the vertical cutting line (QGX) is a long right-angle "Z" trajectory, which cuts the bracket into two "L” shapes ( Figure 7.1).
  • the middle part of the bracket is cut into two halves, which is called “half" brackets (BTC) ", is not cut tail bracket known as the" tail bracket (the WTC) ", the train traveling direction is assumed here that the time for the direction of the arrow (FIG.
  • Example 8 Welding of the joint to the main rail ( Figure 6)
  • the front wheel end of the bracket is lengthened, and the lengthened section is called an additional bracket (FJTC 2 ).
  • the shape of the splint of the additional bracket needs to be designed to match the main rail.
  • the main rail is inserted into the additional bracket and After docking with the front wheel joint, the main steel rail, the front wheel joint and additional brackets are welded to each other as a whole;
  • connection of the delivery wheel end the extension of the delivery wheel joint is extended out of the bracket, and the lengthened section is called an additional joint (FJJT 1 ), and an "auxiliary bracket" is designed to assist the butt joint of the additional joint with the main rail, and the auxiliary bracket
  • the splint has a dividing line. On the joint side of the dividing line, the shape of the splint matches the joint. On the main rail side of the dividing line, the shape of the splint matches the main rail.
  • the auxiliary bracket helps the additional joint to be positioned with the main rail.
  • the additional joint and the main steel rail are welded into an auxiliary bracket.
  • Embodiment 9 The joint is connected with the bracket screw of the main steel rail ( Figure 6)
  • the front wheel end of the bracket is lengthened, and the lengthened section is called an additional bracket (FJTC 2 ).
  • the shape of the splint of the additional bracket needs to be designed to match the main rail.
  • the main rail is inserted into the additional bracket and After docking with the oncoming wheel joint, the main rail is clamped by the clamping plate of the additional bracket with screws;
  • connection of the delivery wheel end the extension of the delivery wheel joint is extended out of the bracket, and the lengthened section is called an additional joint (FJJT 1 ), and an "auxiliary bracket" is designed to assist the butt joint of the additional joint with the main rail, and the auxiliary bracket
  • the splint has a dividing line. On the joint side of the dividing line, the shape of the splint matches the joint. On the main rail side of the dividing line, the shape of the splint matches the main rail.
  • the auxiliary bracket helps the additional joint to be positioned with the main rail. The screws clamp the main rails of the clamps of the auxiliary brackets, and at the same time clamp the additional joints of the clamps of the auxiliary brackets with screws.
  • Example 10 Compound spliced joints undertaken by wide sleepers ( Figure 5)
  • (PJT) is a universal label for splicing convexity.
  • the subscript 1 indicates the sending end and the subscript 2 indicates the facing end.
  • (PJT 1 ) indicates the sending splicing convex
  • (PJT 2 ) indicates the facing splicing convex.
  • Similar are joint (JT), rail gap (GF), half bracket (BTC), tail bracket (WTC).
  • Figure 1- Complementary schematic diagram of trapezoidal stitching convex. Use arrows to indicate the direction of train travel; the main rail (ZGG); the joint between the main rail and the joint (JHB), the oncoming joint (JT 2 ); the trapezoidal bottom edge (TXD); the trapezoidal oncoming splice projection (PJT 2 ); trapezoidal Oncoming splicing recess (PJA 2 ); trapezoidal feeding splicing projection (PJT 1 ); trapezoidal feeding splicing recess (PJA 1 ); feed wheel joint (JT 1 ).
  • FIG. 1 Figure 2-Schematic diagram of the delivery wheel joint. Long screw hole (LK 1 ).
  • FIG. 3.2-Schematic of brackets Screw holes (LK 2 ); brackets (TC); splints (JB); positioning grooves (DWC).
  • FIG. 4 Shown is a diagram of the assembly of the bracket & oncoming joint and the sending joint.
  • Feeder rail gap GF 1
  • Welcome wheel rail gap GF 2
  • FIG. 5 Figure 5-Schematic diagram of load pressure transmission. Weld seam (HF); rubber pad (JD); sleeper (GZ).
  • Additional brackets FJTC
  • screw holes LK4 for fixing after the main rail is inserted into additional brackets
  • additional joints FJJT
  • screw holes LK3 for fixing after additional joints are inserted into auxiliary brackets.
  • FIG 7.1 Two-way running bracket drawing.
  • the delivery wheel joint (JT 1 ) is painted as transparent, showing the shape of the delivery wheel half bracket (BTC 1 ); the facing wheel joint (JT 2 ) is painted as opaque.
  • FIG 7.3 A perspective view of a bidirectional running bracket. Bottom of front wheel joint (JTD 2 ); front wheel bracket (TC 2 ).
  • FIG. 8.1-Schematic diagram of triangle stitching convex Triangle feed wheel stitching convex (PJT 3 ); triangle facing wheel stitching convex (PJT 1 ).
  • FIG 8.2-Schematic diagram of rectangular stitching convex Rectangular feed wheel stitching convex (PJT 5 ); rectangular facing wheel stitching convex (PJT 6 ).
  • FIG. 1 Schematic diagram of concave and convex stitching.
  • FIG.2-Schematic of inverted triangle bump stitching Inverted triangular concave feed wheel stitching convex (PJT 9 ); Inverted triangular convex face wheel stitching convex (PJT 10 ).
  • FIG. 9 Schematic diagram of trident concave and convex stitching. Trident convex feeding wheel stitching convex (PJT 11 ); Trident concave facing wheel stitching convex (PJT 12 ).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

复合拼接式接头，复合拼接式接头成对制造并成对固接于钢轨端部，复合拼接式接头由直角梯形拼接和托槽(TC)拼接构成，直角梯形拼接：用垂直线切割在接头钢轨中部切割一个梯形轨迹，形成一个直角梯形凸的送轮接头(JT1)和一个直角梯形凸的迎轮接头(JT2)，用以使轨缝成为"隐轨缝"；托槽(TC)拼接：托槽(TC)是一块夹板式槽钢，其凹槽的两块侧板就是夹板(JB)，凹槽大小形状与复合拼接式接头刚好匹配，将迎轮接头(JT2)套入托槽(TC)并焊接，同时，送轮接头(JT1)套入托槽(TC)与迎轮接头(JT2)对接，用以消除台阶和折角。

Description

梯形拼接加托槽拼接式钢轨接头
技术领域：轨道交通，钢轨接头。
背景技术：
钢轨接头是轨道构造中的关键部位。普速铁路中的钢轨接头存在轨缝、台阶和折角等缺陷(以下合称为“轨缝缺陷”)，这是产生轮轨撞击、轮轨病害和不平顺等危害的主因。高速铁路中采用焊接式钢轨接头，形成无缝轨道，这虽然消除了的轨缝缺陷，但是又回归一个老问题——难以应对钢轨的热胀冷缩，目前的应对方案是采用温度应力式无缝轨道和放散温度应力式无缝轨道。
温度应力式无缝轨道，结构简单，铺设维修方便，因而得到广泛应用，但是，该方式仅仅适用于一年四季温差不大的地区，否则会因为钢轨的温度力太大而发生胀轨、跑道及断轨等事故，所以，在大温差地区的高铁只能采用放散温度应力式无缝轨道，这需要根据当地轨温条件，把钢轨内部的温度应力每年放散两次，其营运和维护成本非常高，致使其应用有很大的难度。
如果有一种轨道兼有无缝轨道和有缝轨道的优点，那就会形成“类无缝轨道”，具有两大优势：(1).因为像无缝轨道一样可以降低轨道的不平顺、轮轨撞击以及行驶阻力，所以适合于对普速铁路进行速度升级改造；(2).因为像有缝轨道一样有利于应对钢轨的热胀冷缩，所以适合于在大温差地区建造高速铁路，无需进行每年两次的应力放散。复合拼接式钢轨接头就是进行这种探索，复合拼接式钢轨接头以下简称复合拼接式接头，其目的是在保留轨缝的前提下形成“隐轨缝、零台阶和零折角”，消除轨缝所造成的危害。
发明内容：
一种梯形拼接加托槽拼接式钢轨接头，简称复合拼接式接头，复合拼接式接头成对制造并成对固接于钢轨端部，复合拼接式接头由泛梯形拼接和托槽拼接构成，托槽拼接是迎轮接头套入托槽并焊接，同时，送轮接头套入托槽；泛梯形拼接是送轮接头和迎轮接头套入托槽后相互对接，对接后，根据轨温计算轨缝，预留轨缝。
为了描述更清晰，先进行一些定义和约定
●同类部件用相同的标号加不同的数字下标表示，比如：送轮拼接凸(PJT 1)和迎轮拼接凸(PJT 2)，标号(PJT)泛指各类拼接凸，数字下标表示是哪一种具体的拼接凸。
●钢轨的长条工字钢部分称主钢轨(ZGG)；
●钢轨接头——固接于钢轨端部的一小段特殊钢轨，专门用来改善轨缝缺陷，称为钢轨 接头，简称接头(JT)；
●接头钢轨——用于制造接头的一段专用钢轨，主钢轨截面是“工”字，上横称轨头，立筋称轨腰，下横称轨底，接头钢轨的截面形状与主钢轨截面一样是“工”字，不同的是本发明中接头钢轨的立筋比主钢轨轨腰要厚，改称“接头腰”，接头钢轨去掉轨头后，剩下接头腰和轨底，其截面为“倒T”字形状，定义为“接头腰底截面”。
●垂直线切割——其切割线垂直于钢轨面，所以切割面垂直于钢轨面，默认为零割缝，垂直线切割是为了便于说明得到拼接凸的形状，并不是唯一的加工手段，拼接凸的加工方式包括已有的机加工方式。
●泛梯形——包括梯形和多个梯形合成的复合梯形。
●梯形底边——拼接凸中梯形底边是虚拟的，在图1中用虚线(梯形底TXD)示意，(TXD)垂直于钢轨边线，后续的梯形底边与之相同，不再描述。
●拼接凸、对接和互补——将接头钢轨进行垂直线切割，其割缝的走向为泛梯形，割缝走过的部位称拼接凸，将一段接头钢轨切割成包含送轮拼接凸的送轮接头和包含迎轮拼接凸的迎轮接头两段，送轮拼接凸和迎轮拼接凸对接后，送轮接头和迎轮接头会还原成一个完整的接头，可以还原成完整接头的拼接凸对接称为互补，而这一对送轮拼接凸和迎轮拼接凸称为互补的拼接凸。
●送轮接头和迎轮接头的交汇处都预留一条伸缩缝，称为轨缝(GF)；
●在接头处，被车轮先压到的对象称为“送轮XX”(如：送轮接头(JT 1)、送轮轨缝(GF 1)、送轮托槽(TC 1))；被车轮后压到的对象称为“迎轮XX”(如：迎轮接头(JT 2)、迎轮轨缝(GF 2)、迎轮托槽(TC 2))。
●从俯视轨道的方向看，钢轨上表面称钢轨面(GGM)，接头的上表面是接头轨面，与钢轨面相同，也称钢轨面。车轮在钢轨面上滚动，箭头表示列车行驶方向。
由于某些部件需要从不同的角度描述，所以这些部件会出现了多个标号，如托槽(TC)、夹板(JB)和定位槽(DWC)，指向了同一个部件。
●固接——焊接或浇注轧制或螺丝加夹板连接的统称。
梯形(包括复合梯形)拼接结构：用垂直线切割在接头钢轨中部切割一个梯形轨迹(图1)，形成一个送轮接头(JT 1)和一个迎轮接头(JT 2)，送轮接头(JT 1)有一个送轮拼接凸(PJT 1)和一个送轮拼接凹(PJA 1)，迎轮接头(JT 2)有一个迎轮拼接凸(PJT 2)和一个迎轮拼接凹(PJA 2)，如果是零割缝或微割缝，送轮拼接凸(PJT 1)和迎轮拼接凸(PJT 2)一定是互补的，即，送轮拼接凸(PJT 1)刚好填补了迎轮拼接凹(PJA 2)，迎轮拼接凸(PJT 2)刚好填补了送轮拼接凹(PJA 1)，对接成一个完整的接头，因为接头腰需要被割开成两瓣，所以接头腰的厚度要大于 钢轨轨腰的厚度。
梯形拼接工作原理：一对送轮接头和迎轮接头，拼接后形成了完整的接头(图4)，然后根据热胀冷缩的需要预留出轨缝，包括送轮轨缝(GF 1)和迎轮轨缝(GF 2)，当车轮压在送轮轨缝(GF 1)上的同时也必然压到了送轮拼接凸(PJT 1)，所以车轮被送轮拼接凸(PJT 1)承起，在送轮轨缝(GF 1)的上方平稳滚过，车轮感觉不到送轮轨缝(GF 1)的存在；同理，当车轮压在迎轮轨缝(GF 2)上时被迎轮拼接凸(PJT 2)承起，在迎轮轨缝(GF 2)的上方平稳滚过，车轮也感觉不到迎轮轨缝(GF 2)的存在。即，两个轨缝(GF 1和GF 2)都被对应的拼接凸遮隐起来了，车轮感觉不到轨缝的存在，所以，将这种轨缝定义为“隐轨缝”。
托槽拼接结构：托槽(TC)是一块夹板式槽钢(图3.2)，其凹槽的两块侧板就是夹板(JB)，凹槽的底板和两块夹板被铸造(包括机加工)成一个整体而形成一个夹板式凹槽，其凹槽的截面形状就是“接头腰底截面”，该凹槽定义为“定位槽(DWC)”，定位槽截面与梯形接头的接头腰底截面相等，其定位槽刚好套住送轮和迎轮两个梯形接头的接头腰和轨底(见图4)，使这两个互补的梯形接头在其中对接定位，消除这两个梯形接头之间的上下左右错牙；迎轮接头(JT 2)套入定位槽的迎轮端后与托槽焊接成一体(图3.3)；送轮接头(JT 1)刚好套在托槽送轮端的定位槽(DWC)中，形成零间隙且可滑动，简称滑配合，用螺丝穿过螺孔(LK 1和LK 2)使夹板将送轮接头加紧，送轮接头的螺孔(LK 1)是长孔，以提供热胀冷缩时的滑动空间；
托槽(TC)拼接消除台阶和折角的工作原理是：轮轨力的传递关系为(见图5)：载荷→车轮→送轮接头(JT 1)→托槽(TC)→迎轮接头(JT 2)；详细说，当车轮压在送轮接头(JT 1)上时，就同步压到了托槽(TC)上，因为托槽(TC)与迎轮接头(JT 2)焊接为一体，所以得到一个重要结果：车轮只要压住了送轮接头(JT 1)也就是压住了迎轮接头(JT 2)，使迎轮接头(JT 2)与送轮接头(JT 1)同步受压下沉，从而实现了迎轮接头(JT 2)相对于送轮接头(JT 1)是零台阶。至于折角，它是台阶的副产品，零台阶必然是零折角。
实施例
实施例1：由梯形拼接加托槽拼接构成复合拼接式接头，复合拼接式接头成对制造并成对固接于钢轨端部，托槽拼接是迎轮接头套入托槽并焊接，同时，送轮接头套入托槽；泛梯形拼接是送轮接头和迎轮接头套入托槽后再相互对接，对接后，根据轨温计算轨缝，预留轨缝。
实施例2：直角梯形拼接凸(图1-图4)
采用垂直线切割，在接头钢轨的中部割一条“Z”字形梯形轨迹(图1)，将接头钢轨割开成送轮接头(JT 1)和迎轮接头(JT 2)，在送轮接头(JT 1)的轨缝端形成了一个直角梯形送 轮拼接凸(PJT 1)和一个直角梯形送轮拼接凹(PJA 1)，送轮拼接凸(PJT 1)的形状像水坝的直角梯形截面，其直角边与接头的边是同一条边，对应轨缝的为梯形的顶边，顶边是梯形的短边，直角梯形的“梯形底(TXD)”就是长边，是虚拟的边，在图1中用虚线示意；同理，在迎轮接头(JT 2)的轨缝端形成了一个直角梯形迎轮拼接凸(PJT 2)和一个直角梯形迎轮拼接凹(PJA 2)，送轮拼接凸(PJT 1)和迎轮拼接凸(PJT 2)是一对互补的直角梯形式拼接凸，送轮拼接凸(PJT 1)刚好填补了迎轮拼接凹(PJA 2)，迎轮拼接凸(PJT 2)刚好填补了送轮拼接凹(PJA 1)，对接成一个完整的接头。
实施例3：直角三角形拼接凸(图8.1)
根据实施例2所述的直角梯形拼接凸，其进一步的特征是：迎轮拼接凸(PJT 2)与送轮拼接凸(PJT 1)的顶边长度等于零，且虚拟的底边(TXD)长度等于接头宽度，即成为直角三角形拼接凸。
实施例4：矩形拼接凸(图8.2)
根据实施例2所述的直角梯形拼接凸，其进一步的特征是：直角梯形的顶边等于底边，直角梯形拼接凸就变成了矩形拼接凸(图8.2)。
实施例5：复合梯形拼接凸(图9.1-图9.3)
根据拼接凸的原理，其进一步的特征是：复合梯形拼接凸，即，拼接凸的形状是由多个梯形组成，不胜枚举，包括：凹凸形拼接的示意图(图9.1)；倒三角凹凸形拼接(图9.2)；三叉戟凹凸形拼接(图9.3)。
实施例6：单向运行式托槽(图3.3-图6)
对于复线而言，在一条轨道上列车是单向运行，送轮接头就永远是送轮接头，其托槽(TC)的端面没有特殊要求，可以采用平端面，即，垂直于托槽的长度方向切割而形成平端面，托槽从概念上划分为两端，一端是托槽迎轮端，迎轮接头套入托槽迎轮端并与之焊接为一个整体，称为“托槽&迎轮接头”；另一端是托槽送轮端，其夹板上预制了螺孔(LK 2)，送轮接头上也预制螺孔(LK 1)，(LK 1)是轨道向长螺孔，送轮接头套入托槽送轮端后，与迎轮接头形成互补对接，然后用螺丝通过螺孔(LK 2)和(LK 1)，将托槽的夹板加紧送轮接头，因为送轮接头上的螺孔(LK 1)是长螺孔，当钢轨发生热胀冷缩时，送轮接头与迎轮接头之间的轨缝就可以通过长螺孔自动调节。
实施例7：双向运行式托槽(图7.1-图7.3)
对于列车双向运行的轨道，当列车某个方向运行时是送轮接头，反方向运行时就变成了迎轮接头，所以，迎轮接头与送轮接头是临时身份，并且是同样的结构；其垂直切割线(QGX)是一条长的直角“Z”字轨迹，将托槽切割成两块“L”形(图7.1)，托槽的中间部分被平分 切割成两半，称为“半托槽(BTC)”，没有被切割的托槽尾部称为“尾托槽(WTC)”，这里假定该时刻列车行进方向为箭头方向(图7.2)，送轮接头(JT 1)套入送轮尾托槽(WTC 1)和送轮半托槽(BTC 1)并焊接为一体，成为送轮托槽接头，迎轮接头(JT 2)套入迎轮尾托槽(WTC 2)和迎轮半托槽(BTC 2)并焊接为一体，成为迎轮托槽接头，两个托槽接头对接后，送轮接头(JT 1)压住了迎轮半托槽(BTC 2)，压力传递关系为：车轮→送轮接头(JT 1)→迎轮半托槽(BTC 2)→迎轮接头(JT 2)。
实施例8：接头与主钢轨的焊接式固接(图6)
迎轮端的连接：将托槽的迎轮端加长，加长的一段称为附加托槽(FJTC 2)，附加托槽的夹板形状需要设计成与主钢轨相匹配，主钢轨套入附加托槽并与迎轮接头对接好后，主钢轨与迎轮接头及附加托槽互相焊接成一体；
送轮端的连接：将送轮接头加长伸出到托槽外面，加长的一段称为附加接头(FJJT 1)，设计一根帮助附加接头与主钢轨对接定位的“辅助托槽”，辅助托槽的夹板有分界线，在分界线的接头侧，夹板形状与接头相匹配，在分界线的主钢轨侧，夹板形状与主钢轨相匹配，辅助托槽帮助附加接头与主钢轨对接定位后，将附加接头及主钢轨与辅助托槽焊接成一体。
实施例9：接头与主钢轨的托槽螺丝连接(图6)
迎轮端的连接：将托槽的迎轮端加长，加长的一段称为附加托槽(FJTC 2)，附加托槽的夹板形状需要设计成与主钢轨相匹配，主钢轨套入附加托槽并与迎轮接头对接好后，采用螺丝使附加托槽的夹板夹紧主钢轨；
送轮端的连接：将送轮接头加长伸出到托槽外面，加长的一段称为附加接头(FJJT 1)，设计一根帮助附加接头与主钢轨对接定位的“辅助托槽”，辅助托槽的夹板有分界线，在分界线的接头侧，夹板形状与接头相匹配，在分界线的主钢轨侧，夹板形状与主钢轨相匹配，辅助托槽帮助附加接头与主钢轨对接定位后，用螺丝使辅助托槽的夹板夹紧主钢轨，同时，用螺丝使辅助托槽的夹板夹紧附加接头。
实施例10：宽轨枕承接的复合拼接式接头(图5)
复合拼接式接头采用宽轨枕(GZ)承接，轨枕宽度不低于托槽长度，托槽全部被承接于轨枕上，托槽下面加上胶垫(JD)。
附图说明
1、(PJT)是拼接凸的通用标号，带下标1表示送轮端，带下标2表示迎轮端，如(PJT 1)表示送轮拼接凸，(PJT 2)表示迎轮拼接凸；类似的有接头(JT)、轨缝(GF)、半托槽(BTC)、尾托槽(WTC)。
2、前面附图已经描述过的标号，后面附图通常不再描述。
3、由于某个部件需要从不同的角度描述，所以该部件会出现了多个标号，如图3.2中，(DWC)(JB 1)(TC)指向了同一个部件的不同部位。
图1——梯形拼接凸的互补示意图。用箭头表示列车行驶方向；主钢轨(ZGG)；主钢轨与接头的结合部(JHB)，迎轮接头(JT 2)；梯形底边(TXD)；梯形迎轮拼接凸(PJT 2)；梯形迎轮拼接凹(PJA 2)；梯形送轮拼接凸(PJT 1)；梯形送轮拼接凹(PJA 1)；送轮接头(JT 1)。
图2——送轮接头示意图。长螺孔(LK 1)。
图3.1——迎轮接头示意图。
图3.2——托槽示意图。螺孔(LK 2)；托槽(TC)；夹板(JB)；定位槽(DWC)。
图3.3——托槽&迎轮接头示意图。
图4——托槽&迎轮接头和送轮接头总装示意图。送轮轨缝(GF 1)；迎轮轨缝(GF 2)
图5——载荷压力传递示意图。焊缝(HF)；胶垫(JD)；轨枕(GZ)。
图6——可套接主钢轨的托槽&迎轮接头和送轮接头总装示意图。附加托槽(FJTC)，主钢轨套入附加托槽后用于固定的螺孔(LK4)；附加接头(FJJT)；附加接头套入辅助托槽后用于固定的螺孔(LK3)。
图7.1——双向运行式托槽图。迎轮尾托槽(WTC 2)；送轮半托槽(BTC 1)；迎轮半托槽(BTC 2)；切割线(QGX)；送轮尾托槽(WTC 1)
图7.2——放上接头的双向运行式托槽图。送轮接头(JT 1)画成透明的，表现出了送轮半托槽(BTC 1)的形状；迎轮接头(JT 2)画成不透明的。
图7.3——双向运行式托槽立体图。迎轮接头底(JTD 2)；迎轮托槽(TC 2)。
图8.1——三角形拼接凸示意图。三角形送轮拼接凸(PJT 3)；三角形迎轮拼接凸(PJT 1)。
图8.2——矩形拼接凸示意图。矩形送轮拼接凸(PJT 5)；矩形迎轮拼接凸(PJT 6)。
图9.1——凹凸形拼接的示意图。凹形送轮拼接凸(PJT 7)；凸形迎轮拼接凸(PJT 8)；过渡轨缝(GF 3)。
图9.2——倒三角凹凸形拼接的示意图。倒三角凹形送轮拼接凸(PJT 9)；倒三角凸形迎轮拼接凸(PJT 10)。
图9.3——三叉戟凹凸形拼接的示意图。三叉戟凸形送轮拼接凸(PJT 11)；三叉戟凹形迎轮拼接凸(PJT 12)。

Claims (10)

  1. 一种梯形拼接加托槽拼接式钢轨接头，简称复合拼接式接头，复合拼接式接头成对制造并成对固接于钢轨端部，复合拼接式接头由泛梯形拼接和托槽拼接构成，托槽拼接是迎轮接头套入托槽并焊接，同时，送轮接头套入托槽；泛梯形拼接是送轮接头和迎轮接头套入托槽后相互对接，对接后，根据轨温计算轨缝，预留轨缝；
    为了描述更清晰，先进行一些定义和约定：
    ●同类部件用相同的标号加不同的数字下标表示，比如：送轮拼接凸(PJT 1)和迎轮拼接凸(PJT 2)，标号(PJT)泛指各类拼接凸，数字下标表示是哪一种具体的拼接凸。
    ●钢轨的长条工字钢部分称主钢轨(ZGG)；
    ●钢轨接头——固接于钢轨端部的一小段特殊钢轨，专门用来改善轨缝缺陷，称为钢轨接头，简称接头(JT)；
    ●接头钢轨一一用于制造接头的一段专用钢轨，主钢轨截面是“工”字，上横称轨头，立筋称轨腰，下横称轨底，接头钢轨的截面形状与主钢轨截面一样是“工”字，不同的是本发明中接头钢轨的立筋比主钢轨轨腰要厚，改称“接头腰”，接头钢轨去掉轨头后，剩下接头腰和轨底，其截面为“倒T”字形状，定义为“接头腰底截面”。
    ●垂直线切割——其切割线垂直于钢轨面，所以切割面垂直于钢轨面，默认为零割缝，垂直线切割是为了便于说明得到拼接凸的形状，并不是唯一的加工手段，拼接凸的加工方式包括已有的机加工方式。
    ●泛梯形——包括梯形和多个梯形合成的复合梯形。
    ●梯形底边——拼接凸中梯形底边是虚拟的，在图1中用虚线(梯形底TXD)示意，(TXD)垂直于钢轨边线，后续的梯形底边与之相同，不再描述。
    ●拼接凸和互补——对接头钢轨进行垂直线切割，其割缝的走向为泛梯形，割缝走过的部位称拼接凸，将一段接头钢轨切割成包含送轮拼接凸的送轮接头和包含迎轮拼接凸的迎轮接头两段，送轮拼接凸和迎轮拼接凸对接后，送轮接头和迎轮接头会还原成一个完整的接头，可以还原成完整接头的拼接凸对接称为互补，而这一对送轮拼接凸和迎轮拼接凸称为互补的拼接凸。
    ●送轮接头和迎轮接头的交汇处都预留一条伸缩缝，称为轨缝(GF)；
    ●在接头处，被车轮先压到的对象称为“送轮XX”(如：送轮接头(JT 1)、送轮轨缝(GF 1)、送轮托槽(TC 1))；被车轮后压到的对象称为“迎轮XX”(如：迎轮接头(JT 2)、迎轮轨缝(GF 2)、迎轮托槽(TC 2))。
    ●从俯视轨道的方向看，钢轨上表面称钢轨面(GGM)，接头的上表面是接头轨面，与钢 轨面相同，也称钢轨面。车轮在钢轨面上滚动，箭头表示列车行驶方向。
    ●由于某些部件需要从不同的角度描述，所以这些部件会出现了多个标号，如托槽(TC)、夹板(JB)和定位槽(DWC)，指向了同一个部件。
    ●固接——焊接或浇注轧制或螺丝加夹板连接的统称。
    梯形(包括复合梯形)拼接结构：用垂直线切割在接头钢轨中部切割一个梯形轨迹(图1)，形成一个送轮接头(JT 1)和一个迎轮接头(JT 2)，送轮接头(JT 1)有一个送轮拼接凸(PJT 1)和一个送轮拼接凹(PJA 1)，迎轮接头(JT 2)有一个迎轮拼接凸(PJT 2)和一个迎轮拼接凹(PJA 2)，如果是零割缝或微割缝，送轮拼接凸(PJT 1)和迎轮拼接凸(PJT 2)一定是互补的，即，送轮拼接凸(PJT 1)刚好填补了迎轮拼接凹(PJA 2)，迎轮拼接凸(PJT 2)刚好填补了送轮拼接凹(PJA 1)，对接成一个完整的接头，因为接头腰需要被割开成两瓣，所以接头腰的厚度要大于钢轨轨腰的厚度。
    梯形拼接工作原理：一对送轮接头和迎轮接头，拼接后形成了完整的接头(图4)，然后根据热胀冷缩的需要预留出轨缝，包括送轮轨缝(GF 1)和迎轮轨缝(GF 2)，当车轮压在送轮轨缝(GF 1)上的同时也必然压到了送轮拼接凸(PJT 1)，所以车轮被送轮拼接凸(PJT 1)承起，在送轮轨缝(GF 1)的上方平稳滚过，车轮感觉不到送轮轨缝(GF 1)的存在；同理，当车轮压在迎轮轨缝(GF 2)上时被迎轮拼接凸(PJT 2)承起，在迎轮轨缝(GF 2)的上方平稳滚过，车轮也感觉不到迎轮轨缝(GF 2)的存在。即，两个轨缝(GF 1和GF 2)都被对应的拼接凸遮隐起来了，车轮感觉不到轨缝的存在，所以，将这种轨缝定义为“隐轨缝”。
    托槽拼接结构：托槽(TC)是一块夹板式槽钢(图3.2)，其凹槽的两块侧板就是夹板(JB)，凹槽的底板和两块夹板被铸造(包括机加工)成一个整体而形成一个夹板式凹槽，其凹槽的截面形状就是“接头腰底截面”，该凹槽定义为“定位槽(DWC)”，定位槽截面与梯形接头的接头腰底截面相等，其定位槽刚好套住送轮和迎轮两个梯形接头的接头腰和轨底(见图4)，使这两个互补的梯形接头在其中对接定位，消除这两个梯形接头之间的上下左右错牙；迎轮接头(JT 2)套入定位槽的迎轮端后与托槽焊接成一体(图3.3)；送轮接头(JT 1)刚好套在托槽送轮端的定位槽(DWC)中，形成零间隙且可滑动，简称滑配合，用螺丝穿过螺孔(LK 1和LK 2)使夹板将送轮接头加紧，送轮接头的螺孔(LK 1)是长孔，以提供热胀冷缩时的滑动空间；
    托槽(TC)拼接消除台阶和折角的工作原理是：轮轨力的传递关系为(见图5)：载荷→车轮→送轮接头(JT 1)→托槽(TC)→迎轮接头(JT 2)；详细说，当车轮压在送轮接头(JT 1)上时，就同步压到了托槽(TC)上，因为托槽(TC)与迎轮接头(JT 2)焊接为一体，所以得到一个重要结果：车轮只要压住了送轮接头(JT 1)也就是压住了迎轮接头(JT 2)，使迎轮接 头(JT 2)与送轮接头(JT 1)同步受压下沉，从而实现了迎轮接头(JT 2)相对于送轮接头(JT 1)是零台阶；至于折角，它是台阶的副产品，零台阶必然是零折角。
  2. 根据权利要求1所述的拼接凸，其进一步的特征是：拼接凸采用直角梯形拼接凸
    (图1-图4)，采用垂直线切割，在接头钢轨的中部割一条“Z”字形梯形轨迹(图1)，将接头钢轨割开成送轮接头(JT 1)和迎轮接头(JT 2)，在送轮接头(JT 1)的轨缝端形成了一个直角梯形送轮拼接凸(PJT 1)和一个直角梯形送轮拼接凹(PJA 1)，送轮拼接凸(PJT 1)的形状像水坝的直角梯形截面，其直角边与接头的边是同一条边，对应轨缝的为梯形的顶边，顶边是梯形的短边，直角梯形的“梯形底(TXD)”就是长边，是虚拟的边，在图1中用虚线示意；同理，在迎轮接头(JT 2)的轨缝端形成了一个直角梯形迎轮拼接凸(PJT 2)和一个直角梯形迎轮拼接凹(PJA 2)，送轮拼接凸(PJT 1)和迎轮拼接凸(PJT 2)是一对互补的直角梯形式拼接凸，送轮拼接凸(PJT 1)刚好填补了迎轮拼接凹(PJA 2)，迎轮拼接凸(PJT 2)刚好填补了送轮拼接凹(PJA 1)，对接成一个完整的接头。
  3. 根据权利要求2所述的直角梯形拼接凸，其进一步特征是：采用直角三角形拼接凸
    根据实施例1所述的直角梯形拼接凸，其进一步的特征是：迎轮拼接凸(PJT 2)与送轮拼接凸(PJT 1)的顶边长度等于零，且虚拟的底边(TXD)长度等于接头宽度，即成为直角三角形拼接凸(图8.1)。
  4. 根据权利要求2所述的直角梯形拼接凸，其进一步特征是：采用矩形拼接凸
    直角梯形的顶边等于底边，直角梯形拼接凸就变成了矩形拼接凸(图8.2)。
  5. 根据权利要求1所述的拼接凸，其进一步特征是：采用复合梯形拼接凸
    包括：凹凸形拼接的示意图(图9.1)；倒三角凹凸形拼接(图9.2)；三叉戟凹凸形拼接(图9.3)。
  6. 根据权利要求1所述的托槽，其进一步特征是：采用单向运行式托槽(图3.3-图6)
    对于复线而言，在一条轨道上列车是单向运行，送轮接头就永远是送轮接头，其托槽(TC)的端面没有特殊要求，可以采用平端面，即，垂直于托槽的长度方向切割而形成平端面，托槽从概念上划分为两端，一端是托槽迎轮端，迎轮接头套入托槽迎轮端并与之焊接为一个整体，称为“托槽&迎轮接头”；另一端是托槽送轮端，其夹板上预制了螺孔(LK 2)，送轮接头上也预制螺孔(LK 1)，(LK 1)是轨道向长螺孔，送轮接头套入托槽送轮端后，与迎轮接头形成互补对接，然后用螺丝通过螺孔(LK 2)和(LK 1)，将托槽的夹板加紧送轮接头，因为送轮接头上的螺孔(LK 1)是长螺孔，当钢轨发生热胀冷缩时，送轮接头与迎轮接头之间的轨缝就可以通过长螺孔自动调节。
  7. 根据权利要求1所述的托槽，其进一步特征是：采用双向运行式托槽(图7.1-图7.3)
    对于列车双向运行的轨道，当列车某个方向运行时是送轮接头，反方向运行时就变成了迎轮接头，所以，迎轮接头与送轮接头是临时身份，并且是同样的结构；其垂直切割线(QGX)是一条长的直角“Z”字轨迹，将托槽切割成两块“L”形(图7.1)，托槽的中间部分被平分切割成两半，称为“半托槽(BTC)”，没有被切割的托槽尾部称为“尾托槽(WTC)”，这里假定该时刻列车行进方向为箭头方向(图7.2)，送轮接头(JT 1)套入送轮尾托槽(WTC 1)和送轮半托槽(BTC 1)并焊接为一体，成为送轮托槽接头，迎轮接头(JT 2)套入迎轮尾托槽(WTC 2)和迎轮半托槽(BTC 2)并焊接为一体，成为迎轮托槽接头，两个托槽接头对接后，送轮接头(JT 1)压住了迎轮半托槽(BTC 2)，压力传递关系为：车轮→送轮接头(JT 1)→迎轮半托槽(BTC 2)→迎轮接头(JT 2)。
  8. 根据权利要求1所述的固接，其进一步特征是：接头与主钢轨的焊接式固接(图6)
    迎轮端的连接：将托槽的迎轮端加长，加长的一段称为附加托槽(FJTC 2)，附加托槽的夹板形状需要设计成与主钢轨相匹配，主钢轨套入附加托槽并与迎轮接头对接好后，主钢轨与迎轮接头及附加托槽互相焊接成一体；
    送轮端的连接：将送轮接头加长伸出到托槽外面，加长的一段称为附加接头(FJJT 1)，设计一根帮助附加接头与主钢轨对接定位的“辅助托槽”，辅助托槽的夹板有分界线，在分界线的接头侧，夹板形状与接头相匹配，在分界线的主钢轨侧，夹板形状与主钢轨相匹配，辅助托槽帮助附加接头与主钢轨对接定位后，将附加接头及主钢轨与辅助托槽焊接成一体。
  9. 根据权利要求1所述的固接，其进一步特征是：接头与主钢轨的托槽螺丝连接(图6)
    迎轮端的连接：将托槽的迎轮端加长，加长的一段称为附加托槽(FJTC 2)，附加托槽的夹板形状需要设计成与主钢轨相匹配，主钢轨套入附加托槽并与迎轮接头对接好后，采用螺丝使附加托槽的夹板夹紧主钢轨；
    送轮端的连接：将送轮接头加长伸出到托槽外面，加长的一段称为附加接头(FJJT 1)，设计一根帮助附加接头与主钢轨对接定位的“辅助托槽”，辅助托槽的夹板有分界线，在分界线的接头侧，夹板形状与接头相匹配，在分界线的主钢轨侧，夹板形状与主钢轨相匹配，辅助托槽帮助附加接头与主钢轨对接定位后，用螺丝使辅助托槽的夹板夹紧主钢轨，同时，用螺丝使辅助托槽的夹板夹紧附加接头。
  10. 根据权利要求1所述的复合拼接式接头，其进一步特征是：复合拼接式接头采用宽轨枕承接(图5)
    复合拼接式接头采用宽轨枕(GZ)承接，轨枕宽度不低于托槽长度，托槽全部被承接于轨枕上，托槽下面加上胶垫(JD)。
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EP3933106A1 (en) * 2020-07-02 2022-01-05 Siemens Mobility S.A.S. Rail expansion device and method
NO20210674A1 (en) * 2021-05-27 2022-11-28 Autostore Tech As Rail Joint

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CN1132292A (zh) * 1995-03-31 1996-10-02 陈吉祥 铁轨接头装置

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US4171774A (en) * 1977-09-14 1979-10-23 Deslauriers Alphege P Expansion joint for railroad tracks
CN1132292A (zh) * 1995-03-31 1996-10-02 陈吉祥 铁轨接头装置

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Publication number Priority date Publication date Assignee Title
EP3933106A1 (en) * 2020-07-02 2022-01-05 Siemens Mobility S.A.S. Rail expansion device and method
WO2022002593A1 (en) * 2020-07-02 2022-01-06 Siemens Mobility S.A.S. Rail expansion device and method
TWI791233B (zh) * 2020-07-02 2023-02-01 法商西門子移動簡易股份有限公司 軌道膨脹裝置及方法
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